JPS5846228A - Friction clutch - Google Patents
Friction clutchInfo
- Publication number
- JPS5846228A JPS5846228A JP56143513A JP14351381A JPS5846228A JP S5846228 A JPS5846228 A JP S5846228A JP 56143513 A JP56143513 A JP 56143513A JP 14351381 A JP14351381 A JP 14351381A JP S5846228 A JPS5846228 A JP S5846228A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- friction
- width
- plate
- axle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
- B60K17/105—Units comprising at least a part of the gearing and a torque-transmitting axle, e.g. transaxles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
- F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
【発明の詳細な説明】 本発明は摩擦クラッチの改良に関する。[Detailed description of the invention] The present invention relates to improvements in friction clutches.
主動軸と従動軸に夫々設けられたクラッチ板と摩擦板と
を圧接し、画板の接触面間に作用する摩擦力によって両
軸を連結する式の摩擦クラッチは一般動力の伝達用、自
動車、工作機械方面で用いられている。A type of friction clutch that presses the clutch plate and friction plate provided on the driving shaft and driven shaft, respectively, and connects both shafts by the frictional force acting between the contact surfaces of the drawing board is used for general power transmission, automobiles, and work. Used in mechanical fields.
ところで、上記クラッチ板は軸に一体に固定されたクラ
ッチアウタに軸方向に移動自在で周方向に拘束されて係
合保持されている。特にクラッチ板と上記クラッチアウ
タとの周方向係合は隙間なく密に成されているため、主
動軸の急激な負荷変動に対して摩擦板が追従し得す、或
は急激な負荷変動が一気に従動側に伝達され１円滑な連
結が成されず、又クラッチ各部の耐久性の低下等の問題
もあった。By the way, the clutch plate is axially movable and circumferentially restrained and held in engagement with a clutch outer that is integrally fixed to the shaft. In particular, since the clutch plate and the clutch outer are tightly engaged in the circumferential direction with no gaps, the friction plate can follow sudden load changes on the main drive shaft, or sudden load changes can occur all at once. There were also problems such as a smooth connection being not achieved due to the transmission to the driven side, and a decrease in the durability of various parts of the clutch.
本発明者はこの種摩擦クラッチの上記問題点に鑑み、こ
れを有効、且つ合理的に解決すべく本発明を成したもの
で、その目的とする処は、クラッチ板と該クラッチ板を
保合保持するクラッチアウタ間に遊びを設けることによ
り、動力伝達を段階的に行い、主動軸に急激な負荷変動
が生じても、主動軸と従動軸との連結を円滑に行い、延
いては動力伝達系を衝撃から保護するようにした摩擦り
′ラッチを提供するにある。In view of the above-mentioned problems of this type of friction clutch, the present inventor has devised the present invention to effectively and rationally solve the problem. By providing play between the holding clutch outer parts, power is transmitted in stages, and even if sudden load changes occur on the driving shaft, the connection between the driving shaft and the driven shaft is smooth, and the power transmission is improved. To provide a friction latch that protects the system from impact.
以下に本発明の好適一実施例を添付図面に基づいて詳述
する。A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
第１図は車両の伝達系の横断平面図、第２図は第１図の
摩擦クラッチ部の拡大平面図、第３図は摩擦クラッチの
分解斜視図、第４図はクラッチ板とクラッチアウタとの
停台状態を示す部分平面図である。Figure 1 is a cross-sectional plan view of the vehicle's transmission system, Figure 2 is an enlarged plan view of the friction clutch shown in Figure 1, Figure 3 is an exploded perspective view of the friction clutch, and Figure 4 shows the clutch plate and clutch outer. FIG. 3 is a partial plan view showing a stopped state of the vehicle.
第１図にセ、いて、１は機関Ａの出力軸たるクランク軸
であり、クランク軸１の一方の延出端には駆動側゛ブニ
リ２が設けられている。In FIG. 1, reference numeral 1 denotes a crankshaft which is the output shaft of an engine A, and a drive-side unit 2 is provided at one extending end of the crankshaft 1.
一方、前記クランク軸１の水平後方にはこれ１と平行に
被動軸３が回転自在罠支承され、該被動−軸３には被動
側プーリ４が設けられ、該被動側プーリ４と前記駆動側
プーリ２間にはＶベルト５が張架されており、これらは
既知のベルト式自動変速機を構成している。又被動軸３
は減速歯車列Ｂを介して車軸６に連結し、車軸６にはこ
れと同軸的にもう一方の車軸７が本発明に係る摩擦クラ
ッチＣにて連結されている。そしてこれら左右の車軸６
．１の端部には各々車輪８．８が連結されている。On the other hand, a driven shaft 3 is rotatably supported on the horizontal rear side of the crankshaft 1 in parallel with the crankshaft 1, and a driven shaft 3 is provided with a driven pulley 4, and the driven shaft 4 and the driving side A V-belt 5 is stretched between the pulleys 2, and these constitute a known belt-type automatic transmission. Also, driven shaft 3
is connected to an axle 6 via a reduction gear train B, and the other axle 7 is coaxially connected to the axle 6 by a friction clutch C according to the present invention. And these left and right axles 6
．． A wheel 8.8 is connected to each end of the wheel 1.
ところで、前記摩擦クラッチＣは第２図乃至第４図に詳
細に示す如く構成されている。By the way, the friction clutch C is constructed as shown in detail in FIGS. 2 to 4.
即ち、一方の車軸６の反車輪側端部には略椀状のクラッ
チアウタ９が固定部材１０を介してナツト１１にて一体
的に締付固定されている。該クラッチアウタ９の円筒部
９ａには第３図及び第４図に示す如く階段状の切欠部１
２・・・が等角度間隔（９０度間隔）で４箇所に形成さ
れている。That is, a substantially bowl-shaped clutch outer 9 is integrally fastened to the opposite end of one axle 6 with a nut 11 via a fixing member 10 . The cylindrical portion 9a of the clutch outer 9 has a stepped notch 1 as shown in FIGS. 3 and 4.
2... are formed at four locations at equal angular intervals (90 degree intervals).
一方、車軸７０大径端部７１ＩＬの中央部に形成された
中空部７ｂ内には前記車軸６の小径端部６＆が臨み、前
記中空部７ｂと車軸６の小径端部６＆間には軸受１３が
介設され、車軸６．７は相対回転自在に構成されている
。尚第２図中１４はオイルシールである。On the other hand, the small diameter end 6& of the axle 6 faces into the hollow part 7b formed in the center of the large diameter end 71IL of the axle 70, and the bearing 13 is located between the hollow part 7b and the small diameter end 6& of the axle 6. is interposed, and the axle 6.7 is configured to be relatively rotatable. In addition, 14 in FIG. 2 is an oil seal.
車軸７の大径端部７ａ外周には軸方向に複数のスプライ
ン溝７ｃ・・・が形成され、これら溝７ｃ・・・には複
数（図示例では２枚）の摩擦板１５．１５が軸方向に摺
動自在で、周方向には車軸７と一体に回転すべくスプラ
イン嵌合している。これら摩擦板１５．１５の両面側に
はこれら摩擦板１５゜１５をサンドイッチ状に挾む如く
複数（図示例では３枚）のクラッチ板１６・・・が配設
されており、クラッチＣは所謂多段クラッチを構成して
いる。A plurality of spline grooves 7c... are formed in the axial direction on the outer periphery of the large diameter end 7a of the axle 7, and a plurality of (two in the illustrated example) friction plates 15, 15 are installed in these grooves 7c... It is slidable in both directions, and is spline-fitted in the circumferential direction so as to rotate together with the axle 7. A plurality of (three in the illustrated example) clutch plates 16 are arranged on both sides of these friction plates 15, 15 so as to sandwich these friction plates 15, 15 in a sandwich-like manner. It constitutes a multi-stage clutch.
上記各クラッチ板１６の外周４箇所には第３図に示す如
く等角度ピッチ（９０度ピッチ）にて係合突起１６１Ｌ
・・・が一体に形成され、各クラッチ板１６はその係合
突起１６亀・・・をクラッチアウタ９に形成した前記切
欠部１２・・・に軸方向に移動自在で１周方向にはアウ
タ９と一体に回転すべく保合している。この場合、前記
アウタ９の各切欠部１２は第４図に示す如く第１段溝１
２−１の幅ｗ、がクラッチ板１６の係合突起１６＆の幅
すに等しく、第従って、第４図に示す如くクラッチ板１
６・・・のうち、クラッチ板１６−１は第１段溝１２−
１とは密に係合し、クラッチ板１６−２．１６−３は第
２段溝１２−２、第３溝１２−３と左右に夫々遊びｐ＋
、ｆｈを設けて遊保合している。Engagement protrusions 161L are provided at four locations on the outer periphery of each of the clutch plates 16 at equal angular pitches (90 degree pitches) as shown in FIG.
... are integrally formed, and each clutch plate 16 has its engagement protrusion 16 ... formed in the clutch outer 9 in the notch 12 ..., which is movable in the axial direction. It is secured to rotate together with 9. In this case, each notch 12 of the outer 9 has a first step groove 1 as shown in FIG.
The width w of 2-1 is equal to the width of the engagement protrusion 16 & of the clutch plate 16.
6..., the clutch plate 16-1 has the first step groove 12-
1, and the clutch plates 16-2 and 16-3 have play p+ on the left and right with the second groove 12-2 and the third groove 12-3, respectively.
, fh are provided for playback.
以上の摩擦板１５．１５とクラッチ板１６とは軸方向移
動をクラッチアウタ９の開放端内周部に嵌着されたスト
ッパリング１７にて規制されており、°これらはアウタ
９内に縮装されたスプリング１８にて常時一定の圧力で
押圧されている。The axial movement of the friction plates 15 and 15 and the clutch plate 16 is regulated by a stopper ring 17 fitted to the inner periphery of the open end of the clutch outer 9. It is constantly pressed with a constant pressure by a spring 18.
斯くして多段の摩擦クラッチＣが構成される。In this way, a multi-stage friction clutch C is constructed.
次に摩擦クラッチＣの作用を説明する。一機関Ａにて発
生する動力はクランク軸１、駆動側プーリ２、Ｖベルト
５、被動側プーリ４、被動軸３、減速歯車列Ｂを介して
一方の車軸６に伝達され、該車軸６が回転駆動せしめら
れる。これと同時に他方の車軸７は摩擦クラッチＣにて
、即ち摩擦クラッチＣの摩擦板１５．１５とクラッチ板
１６・・・との接触面間に作用する摩擦抵抗力によって
車軸７に連結され、車軸６と一体回転する。そしてこれ
ら両車軸６．７の回転により左右両輪８゜８が回転し、
車両は前進することになる。Next, the operation of the friction clutch C will be explained. The power generated by one engine A is transmitted to one axle 6 via the crankshaft 1, the drive pulley 2, the V-belt 5, the driven pulley 4, the driven shaft 3, and the reduction gear train B. Rotationally driven. At the same time, the other axle 7 is connected to the axle 7 by the friction clutch C, that is, by the frictional resistance force acting between the contact surfaces of the friction plates 15, 15 of the friction clutch C and the clutch plates 16... Rotates together with 6. The rotation of these two axles 6.7 causes the left and right wheels 8.8 to rotate.
The vehicle will move forward.
今摩擦クラッチＣが第４図に示す如き状態、即ちクラッ
チ板１６の突起１６Ｌ・・・がアウタ９の切欠部１２に
対して中立位置を保つ状態で作動しており、何らかの原
因で主動軸たる車軸６側に急激な負荷の増大が生じた場
合、その負荷の増加分はまず初めにアウタ９の切欠部１
２に密に係合するクラッチ板１６−１に伝達され、その
一部がクラッチ板１６−１とこれに接触する摩擦板１５
−１との接触部に作用する摩擦力の増大によって負担さ
れる。Currently, the friction clutch C is operating in the state shown in FIG. 4, that is, in a state in which the protrusions 16L of the clutch plate 16 maintain a neutral position with respect to the notch 12 of the outer 9, and for some reason the main drive shaft is When a sudden increase in load occurs on the axle 6 side, the increased load is first applied to the notch 1 of the outer 9.
The transmission is transmitted to the clutch plate 16-1, which is closely engaged with the clutch plate 16-1, and a part of the friction plate 15 is in contact with the clutch plate 16-1.
−1 is borne by an increase in the frictional force acting on the contact area with
しかしながら、上記摩擦力の増大によっても前記負荷の
増加分を負担し切れない場合は、クラッチＣは滑りを生
じ、アウタ９は次のクラッチ板１６−２に当接係合し、
残りの負荷増加分の一部をクラ、ソチ板１６−２とこれ
に接する両摩擦板１５−１ 。However, if the increase in the load cannot be borne even by the increase in the frictional force, the clutch C slips, and the outer 9 engages with the next clutch plate 16-2.
A portion of the remaining load increase is applied to the Sochi plate 16-2 and both friction plates 15-1 in contact with it.
１５−２間の摩擦力の増大によって負担される。This is borne by an increase in the frictional force between 15-2.
更にクラッチＣの滑りによってクラッチ板１６−３がア
ウタ９に当接係合し、上記同様にして負荷増加分の残り
はクラッチ板１６−３と摩擦板１５−２間の摩擦力の増
大により負担される。Further, due to the slippage of the clutch C, the clutch plate 16-3 abuts and engages with the outer 9, and in the same way as above, the remainder of the increased load is borne by the increase in the frictional force between the clutch plate 16-3 and the friction plate 15-2. be done.
斯くして車軸６側に負荷の急激々変動が生じても、この
変動分が車軸７に段階的に伝達されるため、常に円滑な
動力伝達が成され、動力伝達系を衝撃から保護し、該伝
達系を構成する部品の耐久性低下を避けることができる
。In this way, even if a sudden change in load occurs on the axle 6 side, this variation is transmitted to the axle 7 in stages, so that smooth power transmission is always achieved and the power transmission system is protected from impact. It is possible to avoid deterioration in the durability of parts constituting the transmission system.
又本実施例の場合、両車軸８．８が離間しているため、
車両のコーナリング時において車輪８゜８、即ち車軸６
．７には回転差が生じねばならない。本車両の場合、こ
の回転差は摩擦クラッチＣの摩擦板１５．１５とクラッ
チ板１６・・・との滑りによって可能となる。即ち、摩
擦クラッチＣは差動装置としても機能している。このよ
うな場合においても、上記同様の理由によってクラッチ
Ｃ（７）差動は円滑に成される。In addition, in the case of this embodiment, since both axles 8.8 are separated,
When the vehicle is cornering, the wheels 8°8, i.e. the axle 6
．． 7, a rotational difference must occur. In the case of this vehicle, this rotational difference is made possible by the slippage between the friction plates 15, 15 of the friction clutch C and the clutch plates 16... That is, the friction clutch C also functions as a differential device. Even in such a case, the clutch C (7) can be smoothly differentially operated for the same reason as above.
第５図及び第６図は本発明の変更実施例を示す０第５図
においては、クラッチアウタ１０９には同一幅Ｗ′の切
欠部１１２を設け、これにクラッチ板１１６・・・の幅
ｂ′なる係合突起１１６ａ・・・を遊係合し、図示の如
く切欠部１１２と係合突起１１６ａ・・・間に同一量の
遊びｐ′を設けている。5 and 6 show a modified embodiment of the present invention. In FIG. 5, the clutch outer 109 is provided with a notch 112 having the same width W', and the clutch plate 116 has a width b ' are loosely engaged with each other, and the same amount of play p' is provided between the notch 112 and the engaging protrusions 116a, as shown.
又第６図においては、アウタ２０９にはｗ？、ｗ７’な
る第１′＆び第２段溝２１２−１ 、２１２−２を設け
て成る切欠部２１２を設け（−４’＞ｗ’：）、３枚の
クラッチ板のうち、クラッチ板２１６−１ 、２１６−
２は切欠部２１２の第１段溝２１２−１にこれらの幅ｂ
“なる係合突起２１６ａ・・・を遊係合して図示の如く
遊びｐｌを設け、残りのクラッチ板２１６−３ Ｃ１第
２段溝２１２−２にその係合突起２１６ａを密に係合し
ている。Also, in FIG. 6, the outer 209 has w? , w7', and a notch 212 having first and second step grooves 212-1 and 212-2 (-4'>w':), and among the three clutch plates, the clutch plate 216 -1, 216-
2 is the width b of the first step groove 212-1 of the notch 212.
The engagement protrusions 216a... are loosely engaged to provide play PL as shown in the figure, and the engagement protrusions 216a are tightly engaged with the remaining clutch plate 216-3 C1 second step groove 212-2. ing.
以上の変更実施例においても、前記同様の理由によりク
ラッチによる動力伝達は段階的に成され、軸同志の円滑
な連結が成される。In the modified embodiments described above, power transmission by the clutch is performed in stages for the same reason as described above, and smooth connection between the shafts is achieved.
尚以上は多段の摩擦クラッチを車両に適用した場合を例
として説明したが、本発明に係る摩擦クラッチは単段で
もよく、又その他任意の機種に適用し得るものである。Although the above explanation has been given by way of example in which a multi-stage friction clutch is applied to a vehicle, the friction clutch according to the present invention may be of a single stage or may be applied to any other model.
以上の説明で明らかな如く本発明によれば、クラッチ板
と該クラッチ板を保合保持するクラッチアウタ間に遊び
を設けたため、動力伝達を段階的に行い、主動軸側に急
激な負荷変動が生じても、主動軸と従動軸との連結を円
滑に行い、動力伝達系を衝撃から保護することができる
。As is clear from the above description, according to the present invention, since play is provided between the clutch plate and the clutch outer that engages and holds the clutch plate, power is transmitted in stages, and sudden load fluctuations on the driving shaft side are prevented. Even if such an impact occurs, the driving shaft and the driven shaft can be smoothly connected and the power transmission system can be protected from impact.
図面は本発明の実施例を示し、第１図は車両の伝達系の
横断平面図、第２図は第１図の摩擦クラッチ部の拡大平
面図、第３図は摩擦クラッチの分解斜視図、第４図はク
ラッチ板と、クラッチアウタとの保合状態を示す部分平
面図、第５図及び第６図は夫々本発明の変更実施例の第
４図と同様の部分平面図である。
同図面中６，７は車軸、９，１０９．２０９はクラッチ
アウタ、１２，１１２．１１２は切欠部、１５は摩擦板
、１６，１１６．２１６はクラッチ板、Ａは機関、Ｂは
減速歯車列、Ｃは摩擦クラッチである。
特許 出 願人 本田技研工業株式会社代理人 弁理士
下 １） 容一部
間 弁理士 大 橋 邦 彦第３図
第５図
第６図The drawings show embodiments of the present invention, in which FIG. 1 is a cross-sectional plan view of a vehicle transmission system, FIG. 2 is an enlarged plan view of the friction clutch section of FIG. 1, and FIG. 3 is an exploded perspective view of the friction clutch. FIG. 4 is a partial plan view showing a state in which the clutch plate and the clutch outer are engaged, and FIGS. 5 and 6 are partial plan views similar to FIG. 4 of a modified embodiment of the present invention. In the drawing, 6 and 7 are axles, 9,109.209 is a clutch outer, 12,112.112 is a notch, 15 is a friction plate, 16,116.216 is a clutch plate, A is an engine, and B is a reduction gear train. , C is a friction clutch. Patent Applicant Honda Motor Co., Ltd. Agent Patent Attorney Part 2 1) Department Patent Attorney Kunihiko Ohashi Figure 3 Figure 5 Figure 6
Claims (1)
板の接触面間の摩擦力によって２軸を連結するようにし
た摩擦クラッチにおいて。 前記クラッチ板と該クラッチ板を係合保持するクラッチ
アウタ間に回転方向の遊びを設けたことを特徴とする摩
擦クラッチ。[Scope of Claims] A friction clutch in which a clutch plate fixed to a shaft end and a friction plate are brought into pressure contact with each other, and two shafts are connected by the frictional force between the contact surfaces of the drawing plates. A friction clutch characterized in that play in a rotational direction is provided between the clutch plate and a clutch outer that engages and holds the clutch plate.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56143513A JPS5846228A (en) | 1981-09-11 | 1981-09-11 | Friction clutch |
| US06/416,308 US4561855A (en) | 1981-09-11 | 1982-09-09 | Friction clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56143513A JPS5846228A (en) | 1981-09-11 | 1981-09-11 | Friction clutch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5846228A true JPS5846228A (en) | 1983-03-17 |
| JPS6335850B2 JPS6335850B2 (en) | 1988-07-18 |
Family
ID=15340478
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56143513A Granted JPS5846228A (en) | 1981-09-11 | 1981-09-11 | Friction clutch |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US4561855A (en) |
| JP (1) | JPS5846228A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7018296B2 (en) | 2001-04-27 | 2006-03-28 | Gkn Walterscheid Getriebe Gmbh | Gear drive with integrated torque limiting coupling |
| JP2009264406A (en) * | 2008-04-22 | 2009-11-12 | Toyota Motor Corp | Lubricating structure for power transmission device |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5846133A (en) * | 1995-09-08 | 1998-12-08 | Square D Company | Adjustable torque clutch for remote controlled circuit breakers |
| US7611414B2 (en) * | 2006-02-13 | 2009-11-03 | Magna Powertrain Usa, Inc. | Torque limiting clutches for power transfer units |
| WO2019084190A1 (en) * | 2017-10-27 | 2019-05-02 | Team Industries, Inc. | Torque limiting clutch |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3016120A (en) * | 1957-12-05 | 1962-01-09 | Luk Lamellen & Kupplungsbau | Clutch, especially for motor vehicles |
| NL270394A (en) * | 1960-10-20 | |||
| US3319751A (en) * | 1965-03-02 | 1967-05-16 | Curtiss Wright Corp | Spring clutch and slip coupling connected in series |
| US3605443A (en) * | 1969-08-04 | 1971-09-20 | Interlake Steel Corp | Torque limiter |
| JPS5214818B2 (en) * | 1972-03-10 | 1977-04-25 | ||
| IT1026359B (en) * | 1975-01-15 | 1978-09-20 | Spem Srl | CONSTANT LOAD CLUTCH DEVICE ESPECIALLY SUITABLE FOR APPLICATION IN TAPE RECORDERS |
| DE3045070A1 (en) * | 1980-11-29 | 1982-06-03 | Jean Walterscheid Gmbh, 5204 Lohmar | ADJUSTABLE FRICTION CLUTCH |
| US4465037A (en) * | 1982-04-12 | 1984-08-14 | Honda Giken Kogyo Kabushiki Kaisha | Shock absorbing cam shaft driving system |
-
1981
- 1981-09-11 JP JP56143513A patent/JPS5846228A/en active Granted
-
1982
- 1982-09-09 US US06/416,308 patent/US4561855A/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7018296B2 (en) | 2001-04-27 | 2006-03-28 | Gkn Walterscheid Getriebe Gmbh | Gear drive with integrated torque limiting coupling |
| JP2009264406A (en) * | 2008-04-22 | 2009-11-12 | Toyota Motor Corp | Lubricating structure for power transmission device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6335850B2 (en) | 1988-07-18 |
| US4561855A (en) | 1985-12-31 |
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